Corrugated wall for railway cars



June 30, 1925. 1,544,353

v. E. SISSON CORRUGATED WALL FOR RAILWAY CARS Original Filed Nov. 26, 1923 \fooooooooooooooooooooSYFcTooooooBoooooo V HLVH'DV dw w :OOOIOIOOOOOOOOOODOO OOOOOOOOOOOOOO'O'OO jnvenz or' Patented June 30, 1925.

UNITED STATES VINTON E. SISSON, or CHICAGO, ILLINOIS, essrenoa T0 UNION METAL rnonucrs PATENT OFFICE.

COMPANY, or CHICAGO, ILLINOIS, A CORPORATION on DELAWARE:

CORRUGATED WALL FOR RAILWAY CARS.

Original application filed November 26', 1923,-Seria1 a. 677,519. Divided February 13, 1925. Serial No. 8,908.

drawings, which illustrate the preferred form of the invention, though it is to be understood that the invention is not limited to the exact details of construction shown and described, as it is obvious that various modifications thereof within the scope of the claims will occur to persons skilled in the art. 7 j j The ends of railway cars are subject to considerable stress due to the shifting of the lading which is caused by the heavy locomotives, the automatic air brake, the hump and other modern railway service conditions. These thrusts 'may be local, tending to distort the end in some particularspot, as, for example, when apiece of piping or lumber shifts lengthwise, or a load of plastic material, such as grain, sand or chats may shift, imparting a blow over a large area of the end wall, whereas rail, steel plates, castings and" the like cause blows at the bottom of the car. From the above, it is apparent that a railway car end must be strong throughoutits entire area. Experience shows that a stronger end wall is needed adjacent the floor of the car because theblows againstthis portion of the car wall are more frequent and more'severe than at the middle or upper portion thereof. Very little strength is needed adjacent the top of the car. wall and the strength required at the middle of the car wall is more than needed at the top and less than needed at the bottom. g I

While, of course, efforts are made to block the lading in the car, the shocks caused by the heavy locomo es, the emergency brake and the classification hump. tear the lading away from its moorings and throw} it against the side walls of the car,

A rigid end to a'car, and-particularly a large car, materially strengthens the entire superstructureto resist the torsional and and this application filed weavingmovementswhich not onlyrack the car to pieces, but causesleaky roofs and inoperative and leaky doors with their conse- As it costs as much quent damage claims. to, transport a ton of freight car as it. does a ton of lading it is imperative that the weight of. the car must be. kept as Ilow as possible, therefore, the end must be very' light as well as strong As freight cars are frequently damaged in wrecks and by other unfair usage, any end will probably be damaged in service, therefore, it must be capable of being easily repaired. with such.

meagre facilities as the railroads vare equipped with at their outlying, repair p n I My invention of railway cars and more particularly to metal end structures or wallsfo'r railway cars made of one or more metallicplates or panels formed with integral reinforcing stiffening or bracing corrugations. However, the construction maybe used in 'car side walls; 'It isreadily adaptable to box, gondola, stock or other types of railway equipment. r

All metal car ends have been made of corrugated metallic plates secured together having the centers ofadjacent corrugations equally spaced apart"; M r v One of the objects of my'inve'ntion' is to provide a metallic end wall made ofj one or more metallic plates with-reinforcing corrugations or panels formed therein wherein the corrugations are located close together where greater strength is required and relates to the coiistructiQn i butatthe, same time,,the corrugations are maintained-at tl1e same depth throughout 4;

the entire end, Wall. 'This', has .the' advam tage of notincreasing the length of. the car over the end wall'or decreasing the inside length of the car. The thickness of the end wall maintained constant throughout. 7

90 spaced further. apartwhere less strength is gated metallic wall element which it is practically possible to manufacture andeasy toapplyand secure tothe car.

- In the drawings: Fig. 1"is an end car with my invention appliedithereon.

Fig. 2 is a section along line 2-2 of Fig.

In the drawings: 1 is the end sill angle; 2 the striking casting; 3 the center sill; 4

I the end plate angle; .5 the roof, all'of the usual car construction? The wall-may be composed of one plate or a plurality of plates such'as 11,12 and 13, secured together I in any convenient manner, such as" illustrated' at 14, and 15. These plates'have in- 'tegral corrugations 16 formed therein which tions are all the same depth.- The distances preferably terminate within the edges'of the sheet, as shown in Fig. 1. These'corrugabetween the centers of adjacent corrugations are lesser towardthe lower portion of the car wall than those at the portion nearer the roof '5. The distance between the centers of adjacent corrugations increase from the low- Q i i, er tothe upper portion of'the wall; in other i words,the. distances between the centers of adjacent corrugations nearthe floor of the car are less. than elsewhere. This spacing maybe arranged progressively.

The corrugations are: merged into each other so as to form a series of jogee curves. This construction increases the resiliency {of the metallic'plate and enables it to withstand severer shocks without being lperma nently distorted These corrugations-are,

therefore, varying in width, though constant in depth. The corrugations adjacentthe floor are narrower than the corrugations ad jacentthe upper portionof the car;

tion', forlinstance, is t T he contour of the several corrugations is such tha th eut ax s, 30-31Q th s rrugated plate is midway betweenthe planes 3.2 a i 01m ing t ap e of (th OPP sitely projecting corru ations. corrugahat'portion (38) on one side of the nutral axis 3031, between the points where. the contour, of the plate crosses it for instance, at points 34 and 36. The Width of this corrugation is the distance between'points-34 and 36 Jand'its depth" is the distance between planes 30- -'31 and 33.

This is a division of my co-pending application Serial No.; 677,019, filed November 26, 9 3". s

I claim:

1. A wall" structure for railway cars: 0091-.

' prising one or more metallic plates having a plurality rparallel'equal depth and vary than elsewhere. I 1 I 1 9. wall structure for railway cars corn a pluralityof parallel equal depthandvarying widthcorrugations formed therein, the distances between the centers of adjacent corrugations increasing;fromlthe lower to the upper portion ofthewall. elevation of a railway 3. A wa '70 1 structure for-railway cars com- V prising one or more metallic plates having a plurality of parallel equal depth and varyingvwidth corrugations formed therein, the

distances between the centers of adjacent corrugations progressively increasing from the lower to'the upper portion of thewa'll; I

4. A wall structure forrailw'ay cars comdistances between the centers of adjacent corrugations near the floor :of the car being less than elsewhere. Y

' 5. A wall structure for railwayfcarscomprising one orqmorefmetallic plateshaving i a plurality of parallel'equal depth and varying widthcorrugations formed therein, terg minating within the edges ofthe plate, with varying distances betweenthecenters of adjacent corrugationss V 16'. A wall structure forrailway cars comprisingone or more metallic plates having a plurality of. equal depth and varying width corrugations formed therein, terminating within the edges of the plate, the distances between the centers of adjacent corrugations increasing .from' the lower t' th Supper Pop tion of the wall.

,7. A wall structure for railway carsicom-.

prisin one ormore metallic plates having a plurality of equal depth and varying width corrugations formed' therein, terminating within the edges of the plate, the distances. bet en thfl tfl f diac ntcorrug t progressively increasing from the low f to the upperportionof the wall: V t ,8. A, wall structurefor railwaycars comprising one or more metallic plates having a bplurality of equal depth and varying wi" nating within theedges of the plate", the distances between the centers of. adjacent cop rugations near the floor of the car being less prising one or more-metallicpplates having a i widths of the corrugations both increasing no a t V th corrugations. formed thereingtermi- T from the lower ;to the upper portion of'the V V 7 Wall; V

10. A wall structure for railway cars comd prising one or more metallicjplates'having edges of the plate, thedistances' between the centers of adjacent fcorrugations'and the widths of the corrugations both increasing a plurality of equal depth parallelcorrligations formed therein, terminating within the from the lower to the upper portion of the wall.

11. A wall structure for railway cars comprising one or more metallic plates having a plurality of equal depth parallel corrugations formed therein, the distances between the centers of adjacent corrugations and the widths of the corrugations both progressively increasing from the lower to the upper portion of the wall.

12. A wall structure for railway cars comprising one or more metallic plates having a plurality of equal depth parallel corrugations formed therein, terminating within the edges of the plate, the distances between the centers of adjacent corrugations and the widths of the corrugations both progressively increasing from the lower to the upper portion of the wall.

13. A wall structure for railway cars comprising one or more metallic plates having a plurality of equal depth parallel corrugations formed therein, the distances between the centers of adjacent corrugations and the widths of the corrugations both being smaller near the bottom of the wall than elsewhere.

14-. A wall structure for railway cars comprising one or more metallic plates having a plurality of equal depth parallel corrugations formed therein, terminating within the edges of the plate, the distances between the centers of adjacent corrugations and the widths of the corrugations both being smaller near the bottom of the wall than elsewhere.

15. A wall structure for railway cars comprising one or more metallic plates having aplurality of equal depth parallel corrugations formed therein, the distances between the centers of adjacent corrugations and the widths of the corrugations both increasing from the lower to the upper portion of the wall, the contours of oppositely projecting adjacent corrugations being substantially the same whereby the neutral axis of the corrugated plate is midway between the planes bounding the apices of the oppositely projecting corrugations.

16. A wall structure for railway cars comprising one or more metallic plates having a plurality of equal depth parallel corrugations formed therein, the distances between the centers of adjacent corrugations and the widths of the corrugations both progressively increasing from the lower to the upper por tion of the wall, the contours of oppositely projecting adjacent corrugations being sub stantially the same whereby the neutral axis of the corrugated plate is midway between the planes bounding the apices of the oppositely projecting corrugations,

17. A wall structure for railway cars comprising one or more metallic plates having a plurality of equal depth parallel corrugations formed therein, the distances between the centers of adjacent corrugations and the widths of the corrugations both being smaller near the bottom of the wall than elsewhere, the contours of oppositely projecting adjacent corrugations being substantially the same whereby the neutral axis of the corrugated plate is midway between the planes bounding the apices of the oppositely projecting corrugations.

VINTON E. SISSON. 

